Attachment for apprehending motor vehicles



Feb. 8, 1938. J. w. THoMPsoN 2,107,312

ATTACHMENT FOR PPREVHENDING MOTOR VEHICLES Filed Feb. 25, 1956 1.....'r... xv .\\\\\\\\\\\\\\\\\\v /NZNTDFQ Josu-PH wxHoMPsoN Patented Feb. 8, 19'

' ATTAC ferilli N'l EGR PEEHENIDNG M'E'R VES il Claims.

This invention is directed to an attachment for motor vehicles whereby a vehicle so equipped may, when necessary, pursue a fleeing vehicle, physically connect' the attachment'thereto, and control the speed and power or' travel of the fleeing vehicle by appropriate brake action oi the pursuing vehicle.

It not inirequentiy happens, particularly in connection with the recognized authorities, that it is l0 important to overtake and stop a fieeing vehicle in order to investigate or arrest the occupants. Heretofore it has been customary to follow the vehicle and attempt to force it into the ditch or side of the road to compel it to stop. This method not infrequently results in serious accidents not only to the occupants in the eeing vehicle but to the authorities in the pursuing vehicle.

With a View to permitting a pursuing vehicle to connect itself to a eeing vehicle and therevafter utilize its own brake power to force the eeing vehicle to eventually come to a stop, the present invention contemplates the use of an attachment'on the pursuing vehicle which may be automatically coupled or connected to the fleeing 2g vehicle to insure that the fleeing vehicle may be subject to the brake power of the pursuing vehicle and that the two vehicles will remain connected in order that the iieeing vehicle may at least not be lost sight of and eventually caphired.

The invention contemplates an attaching element involving hook-like securing members which are normally open and which are moved into a position to substantially embrace the bumper or other appropriate part of the fleeing vehicle, the connecting act being automatic on impact of a portion of the attachment with the bumper or other part of the iieeing vehicle. Following the connection of the attachment to the iieeing vehicle, the actual holding parts are maintained in gripping relation and the attachment proper is free from its support on the pursuing vehicle and remains connected to the pur` suing vehicle through the medium of a cable, the -operation of which is controlled by the pursuing vehicle.

The invention is illustrated in the accompanying drawing, in which:

Figure 1 is a view in broken elevation illustrating the application and use of the improved Y attachment.

Figure 2 is a longitudinal sectional view, partly in elevation, of the attachment proper, the gripping elements being shown in open position.

. Figure 3 is a similar view, the cable drum being omitted and the attachment shown in gripping position.

Figure l is a transverse section on the line d-ll of Figure 3.` y

Y The attachment includes a tubular member l 5 n which, through themedium of offset ears 2, may be securely bolted, as by bolts 3, to an appropriate part of the forward portion of a vehicle. Slidably mounted in the tubular member i is a sleeve .d which, except when connected to a fleeing vehi- 10 cle, is xed relative to the tubular member i by a readily shearable pin 5. f

The sleeve fi is formed somewhat in rear of its forward free endE with diametrically opposed slots t and provided with outstanding ears 'l l5 on each side of each slot. Gripping levers il and 9 are pivotally supported at i@ between the respective pairs of ears. The ends of the levers between their-pivotal support and the sleeve 4 are formed with rounded cam sectors or edges l I 20 terminating in rounded points i2.

The levers 8 and 9 are not of identicaly gripping formation, the lever 8 being terminally formed with a lateral, somewhat elongated extension i3 terminating in a hook end lll while the lever 9 25 has a relatively shorter lateral extension I5,k with a slight terminal hook i6. An outstanding flange il is rigidly secured to the sleeve 4 rearwardly of the lever mounting and in advance of the forward end of the tubular element l. 30

Slidably mounted on the sleeve 4 in advance of the flange Il is a collar i8 havingan outstanding annular projection or flange I9 designed to bear against the cam edges of the levers 8 and 9. A spring 20 is coiled about the sleeve 35 4, bearing between the flange i9 ofthe collar i8 and the flange I1. This spring serves to maintain the collar flange I9 in pressure contact with the cam edges of the levers 8 and 9, serving an important function, as will later appear. 40

Guided in axial opening in a plug 2| fixed in the forward end of the sleeve 4 is a rod 22, the forward end of4 which is provided with an impact disk 23 of a diameter materially exceeding that of the sleeve 4 and providing the impact element 45 to be driven into contact with the iieeing vehicle and serving to operate the gripping levers.

The end of the rod 22 within the sleeve 4 is provided with an element in the form of r a plunger or piston 24. This piston has a diameter 50 slightly less than the interior diameter. of the sleeve 4 in order that a. slight .free space surrounds the piston. v

A buier or shock absorbing springA 25 encircles the sleeve 4, bearing at its forward end against 55 the flange I1 and at its rear end against the forward end of the tubular element I. 'I'he sleeve 4 is provided adjacent its rear end with an ear 26 normally extending through a. slot 21 in the tubular member I, which slot opens through the end of the member, as indicated.

A cable 28 is terminally secured to the ear 26 f and wound about a drum 29 mounted on an appropriate part of the vehicle, which drum is provided with a brake drum 30, the brake band 3| of which may be appropriately controlled through a manually governed lever 32.

It will be noted from Figure 2 of the drawing that in the normal or inoperative position of the parts, the sleeve 4 is connected to the vehiclecarried tubular element I by the pin 5 which, as stated, is capable of being readily sheared or broken. 'I'he flange I9 of the collar I8 bears against the cam edges of the levers 8 and 9 inwardly of the pivotal support of such levers, causing the spring to force the flange I9 against the levers and thereby holding them with their operative ends widely spread, as indicated.

.The pursuing vehicle is driven to cause the disk 23 to be brought into pressure contact with an appropriate part of the fleeing vehicle, such, for example', as the rear bumper indicated at 33 in Figure 3. Under this impact, the piston 24 moves rearwardly and contacting with the ends of the levers 8 and 9, which normally extend Within the sleeve 4, rocks the levers on theirv pivots I0 against the influence of the spring 20 and causes the levers to move into embracing relation with the bumper, the lower lever 9 passing upwardly from the lower edge of the bumper while the upper lever 8 passes downwardly over the upper edge of the bumper, with the extension I3 of such lever 8 of such length that the hook terminal I4 of this lever 8 will pass below the lower edge of the bumper. 'Ihe operative ends of the levers thus form an effective gripping element which insures an absolute positive connection with the bumper of the fleeing vehicle.

Under the impact on the disk 23 and the corresponding rearward movement of the piston 24 to operate the levers, the piston, in rocking the '1evers, rides between the extreme inner ends or 'I'he rounded nose portions I2' of the levers. proportions of the parts are such that when the plunger or piston 24 has been moved a distance responsive to the impact movement of the disk 23 to move the levers to operative gripping position, the plunger or piston will rest between the rounded inner ends I2 of the levers and so hold the levers against opening movement. This disposition of the parts is illustrated in Figure 3.

'I'his means to maintain the levers in operativev position is materially assisted by the spring 20 which, by reason ofthe bearing of the ange I9 inwardly of the pivots I0 of the levers and against an appropriate4 cam edge of the levers, will prevent that rocking movement of the levers tending to an opening thereof.

Following the connection of the attachment to the fleeing vehicle, the pursuing vehicle4 is re-` duced in speed which tends to shear the pin 5 under the pull on the sleeve 4 through the travel of the fleeing vehicle and the sleeve 4, connected to the fleeing vehicle, moves out of the tubular element I and is thereafter free of connection with the pursuing vehicle except through the medium of the cable 28.

'Ihe extension of the cable is permitted by apprcpriate control of the brake band 3| until the vehicles are separated a desired distance with the connection between: them a more, or less flexible one to permit the driver of the pursuing vehicle to have more or less control over the direction and travel of his vehicle Without being directly influenced by any sudden movement of the iieeing vehicle as might be contemplated in an effort to escape. The pursuing vehicle is then gradually braked to exert a gradually increasing retarding influence on the iieeing vehicle with a view to so reducing its speed as to eventually compel it to be brought to a stop.

There is another and rather important detail resulting from the construction described and that is the necessity for requiring the services of at least two people to release and reset the attachment. When the iieeng vehicle has been brought to a stop and the pursuing vehicle moved to a position to slack the cable 28, pressure in the closing direction is exerted upon the levers 8 and 9 to release the bearing contact of the ends of such levers upon the plunger 24. The plunger 24, rod 22 and impact disk 23 may then be moved forwardly to normal position, freeing the ends of the levers. The levers may then be opened and held in open position under the infiuence of the spring 28 and the flange I9 of the collar I8, as previously described.

It will thus be noted that one person is necessary to move the levers 8 and 9 toward each hicle, from throwing oft or releasing the attach ment while the vehicle is moving which is of material value in maintaining the connectiony between the pursuing and fleeing vehicles except,

and unless the vehicles are brought to a standstill and the efforts of at least two persons are employed to secure the release.

After the release of the attachment, the cable 28 is wound upon a drum, the `sleeve 4 again telescoped in the tubular member I and a new Securing pinI 5 secured in position.-

'I'he improvement thus provides an attachment which may be readily applied to a motor car and which may be easily and accurately coupled to a fleeing car in order to control and eventually. stop such fleeing car. Through the medium v.of the cable, the respective cars are maintained at a suilicient distance to permit the driver of the pursuing car to control his car with considerable safety, regardless of the sudden stopping of the eeing car` or the sudden turning or veering in an attempt to kwreck or otherwise damage the pursuing car.

Of course, as a safety requisite, the drumcarried end of the cable 28 may be wound upon the drum in sufiicient length to insure that any desired distance between the cars may be maintained Withoutexhausting the cable on the drum,

with the end oi' the cable wound about the drum unconnected from the drum. Thus, under extremely hazardous or dangerous conditions, the

brake on the drum may be released, the pursuingconditions" such that the fleeing vehicle might get safely over the trackl while the pursuing vehicle would not, or under any other hazardous conditions, the operator of the pursuing vehicle may free the fleeing vehicle at will.4

While the attachment is described as primarily intended as a motor vehicle attachment and more particularly designed to permit a pursuing vehicle to overtake and gradually stop a fleeing vehicle, it is apparent that the improvement could be applied to other vehicles as, for example, track- -traveling vehicles, to enable a vehicle so provided 1. An attachment for a motor 'vehicle whereby` such vehicle may be connected at will with an advance vehicle, including a sleeve mounted on the vehicle, gripping levers mounted on and having terminals extending within the sleeve, means for normally maintaining the gripping levers in inoperative relation, an impact element designed to be brought into pressure contact with the advance vehicle under appropriate movement of the following vehicle, and a plunger movable within the sleeve and actuated by the impact element, said plunger engaging the terminals of the levers within the sleeve and swinging said levers to .operative positions in advance of the impact element, the plunger, following the swinging movement of the levers, passing between the terminals of the levers within the sleeve to engage said terminals and prevent swinging movement of the levers in the opposite direction.

2. A construction as dened in claim 1, including a vehicle-carried tubular element for supporting the sleeve, readily severable means connecting the sleeve and element and disruptable following operative movemnt of the levers to free the sleeve from the tubular element.

3. A construction as described in claim 1, wherein the sleeve is slidably supported in a vehicle-carried tubular element, means to permit separation of the sleeve and element, and a cable connected to the sleeve and controlled on the vehicle carrying the attachment.

4. An attachment for motor vehicles whereby such vehicle may be connected to an advance vehicle, comprising a tubular element xed with relation to the vehicle, a sleeve mounted in the tubular element, gripping levers carried by the sleeve, spring-pressed means on the sleeve for maintaining the levers in inoperative position, an impact element mounted in the sleeve and subjected to endwise movement under pressure contact with the advance vehicle, and a. plunger on the impact element engaging the ends of the levers on the movement of the element and forcing the levers to operative position.

5. A construction as dened in claim 4, wherein the -impact element includes a plunger serving under operative movement of the'impact element tolock the levers in operative position.

6. A construction as defined in claim 4, including means to free the sleeve from the tubular element at will and a exible connector controllable as to operative length arranged between the sleeve and the vehicle carrying the attachment.

7. A construction as dened in claim 4, including cam edges formed on the-levers, and a spring-pressed collar cooperating with the cam edges of the levers to hold the levers normally in inoperative position.

8. An attachment for a motor vehicle whereby such vehicle may be connected at will to a vehicle in advance, comprising an impact element to be brought into pressure contact with the advance vehicle, gripping levers moved by the impact eletain control of the member notwithstanding its" mounted in said support, disruptable means connecting the-member and support, levers carried by the member to be moved to a position to grip a portion of the vehicle in advance, an impact element carried by the member and movable under impact with the advance vehicle to move the levers to gripping position, the disruptable connection between the member and support being broken at. will, and a cable connecting said member and the vehicle carrying the support.

10. A construction as deiined in claim 9, including means on which one end of the cable is wound, and a manually controlled brake for said means.

11. An attachment for motor vehicles whereby suchvehicle may be connected at will with an advance vehicle, including a tubular member mounted on the vehicle, levers pivotally connected in diametrically opposed relation on the member, the ends of the levers extending within the member, a plunger movable longitudinally of the member to engage the ends of the levers within the member and move the opposing ends of the levers into operative position, and an impact member connected to the plunger and arranged in advance of the member to engage a portion of the advance vehicle and compel lever operative movement of the plunger.

JOSEPH W. THOMPSON. 

